Railway signaling system.



.J B. STRUBLE. RAILWAY SIGNALING SYSTEM.

APPLIOATION nun JULY 24, 1909.

Patented Feb. 24,1914.

l v vlm uzooeo QI imrrnn STATES PATENT oFF oE.

JACOB B. STRUBLE, OF WILKIN SBURG, PENNSYLVANIA, AS SIGNOB TO THE UNIONSWITCH AND SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OFPENNSYLVANJ IA.

RAILWAY SIGNALING SYSTEM. I

- Patented Feb.24, 1914.

Application filed m 24, 1909. Serial No. 509,396.

To all 'whom it may concern:

Be itknown that I, JACOB B. STRUBLE, a citizen of the United States,'residing l at Vilkinsburg, in the county of Allegheny and State ofPennsylvania, have invented certain new and useful Improvements inRailway Signaling Systems, of which the following is a specification.

My invention relates-to automatic block signaling systems and isparticularly adapted, though not necessarily limited, to alternatingcurrent signaling systems.

a type of relay which is particularly adapted for use in a signalingsystem embodying my invention is set forthand claimed in my Patent No.988,955, dated April 4, 1911, which is a division of the presentapplication.

I will describe a'railway signaling system embodying my invention, andthen point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic representation of a railwayhaving applied thereto a signaling system. embodying my invention.

Referrin to the drawing, A designates a:

portion of a railway track, which portion is divided by any suitablemeans into block sections X, Y and Z, etc. As here shown,

the division is accomplished oy means of insulations a in both lines ofrails, although I do not wish to limit myself. to this particular means.For each block section I provide a signal or signals adapted to indicatedanger, caution and here shown, I provide for each section a home signalS and a distant signal S, which signals are controlled by a relay forthe corresponding block section in a manner hereinafter. explained.

For each block section I provide a track.

circuit comprising asusual the rails of the block section (or portionsof them), a source of signaling current, and a relay M. As here shownthe source of signaling current is a ing being connected with a suitablesource.

of alternating current and the armature clear as winding being connectedwith the track rails of the block section. Inthe system illus trated,the field windings of the relays are supplied with current fromtransformers Q and Q whose primary windings are connected with thesignaling mains p and 7')". Each relay should respond only to signalingcurrent in its control of signals, and in the event of propulsioncurrent being also emplojved, the relays may be protected it necessaryby suitable apparatus which will prevent their operation, by propulsioncurrent g to control signals.

The armature r of each relay is capable of assuming three controllingpositions.

When one or both of the windings of the relay are. deenergized, thearmature assumes a middle position and when both of'the windings areenergized thearmature moves to an extreme position in one direction or zthe other from the middle position, depending on the polarity of thecurrent in the track circuit. Operativelv connected with the winding ofarmature 1" to be'o-scillated thereby is a contact operating member inthe form of a bar 34 which controls two contacts 18 and 21for thecontrol of the circuits of signals S and S respectivel for thecorresponding block section. The control of these contacts is such thatboth contacts are open when the armature is in its middle ordenergiz'ed, position; that contact 21 is held closed when the armaturemoves in one direction from its middle position, andis held open whenthe armature moves in the other direction from its middle position; andthat contact 18 is held closed when the armature moves in eitherdirection from its middle position. y

In the form of relay illustrated diagrammatically in the accompanyingdrawing, the contact 21 is secured directly to/the contact operatingmember 34, and contact 18 is carried by a member 25 pivotedindependently I of the armature and biased to such position transformerQ or Q the secondar of which I that contact 18 is open. This member 23has two lugs 26 and 27 on opposite sides of its pivotal point,which'lugs are adapted to be engaged by member 34, the arrangement beingsuch that when the armature is in an extreme position in eitherdirection from the middle position, the member 25 is rocked by theengagement of arm 28 with one or the other of the lugs 26 or 27 intoposition to close conta'ct 18; and when the armature is in its middleposition, the member 25 is permitted to rock into position, to opencontact 18. "As here shown, the? operating cursignal S is rom thetransformer: secondary through wires 11 and 15., signal S, wire 20,contact 21, wires 22 and. 12 to the secondary. As stated hereinbefore,the. direction of movement of the armature 'r of reach relay from itsmiddle position depends on the polarity of the current in the trackcircuit.

The polarity of each track circuit is con- -trolled by a pole changindevice G included in the track circuit an operated by the home signal ofthe next succeeding block section.

The operation of the signaling system illustrated in the accompanyingdrawing will now be readily understood. When a car or train enters blocksection Z, it shortcircuits the signaling current from the an mature 1'of the relay for that block section, causing the--armature to assume itsmiddle position. The circuits'for signals S and S" v of block section Zare thereby opened and thesev signals are placed in danger and cautionpositions respectively. As the car or train proceeds into block sectionY, the home and distant signals S and S for this block section areplaced in danger and cantion positions respectively-in a similar manner.The passing of the car or train out of block section -Z allows thearmature a" of the relay for that block section to be again energized,and the movement of signal S of block placed in clear section Y todanger position places polechanger G- connected therewith in suchposition that the armature r of the relay for block section 'Z is movedto the position in which contact 21 is held open. Contact 18 of thisrelay is however closed, and signal S of block section-Z therefore isplaced in clear position and signalS of the same block section remainsin the caution position. When the car or train passes out of blocksection Y, the home signal S of that block section moves to the clearposition, op-

erating pole-changer G connected therewith to reverse the polarity ofcurrent in the track circuit of block section. Z, thereby causing thearmature 1' of the relay for block section Z to move to its oppositeposition. Contact 21 is then closed, and distant signal S for blocksection Z is thereby position.

It will be evldent that in the system as thus far described, themovement of the armature 1" of-each relay from one'of its ex- -tween thepole-pieces of a magnet 31. The

treme positions to theother, when the polarity of the current in thetrack circuit is reversed, would allow contact 18 to open for aninstant, thereby openin the circuit of the home signal'controlle by thatrelay;

and unless auxiliary means were provided,

magnet 31 may be a permanent magnet, or it may be an electro-magnetenergized from any suitable source of current. As here shown, it is anelectro-ma net, energized from the same transformer 1 or Q whichsupplies current to the signals of the corre- I spending block section.As is wellunderstood, the movement of the vane 30 through the magneticfield will be resisted owing to the eddy currents induced in the vane bythe magnetic flux. I employ this'resistance to the movement of the vane,to retard the movement of the member 25 and contact 18, and to therebyhold these parts in such position that contact 18 remains closed duringthe short period of time required for the movement of the armature rfrom one extreme position to the other when the polarity of the trackcircuit is reversed. By this means I am enabled to hold closed thecontrolling circuit for the home signal during the reversal of polarityof the track circuit, thereby avoiding the necessity for specialapparatus exterior to the track relay for accomplishing this purpose, orthe necessity for a signal specially constructed to remain in the clearposition during a momentary opening of its controlling circuit.

Although a vform of relay embodying my invention is onlydiagrammatically illus- 1 5 trated and briefly described in the presentapplication, the specific structure of this relay is illustrated anddescribed and claimed in my Patent No. 988,955 hereinbefore referred to.

A railway signaling system embodying my invention is adapted for use ona railway on which motive power of any character is employed, but it isparticularly applicable to an electric railway the track rails of whichare included in the circuit for the propulsion current. In theillustrated embodiment of my invention I have shown diagrammatically anelectric railway both lines of rails of which are divided by insulationto form block sections, and both of which lines of rails are alsoincluded in the circuit for the propulsion current.

Referring to the drawing, P designates a generator of propulsioncurrent, which may be either direct or alternating current. Then thepropulsion current is alternating, it differs from the signaling currentpreferably in frequency.

T is a trolley wire or third rail connected with one pole of thegenerator P and extending along the railway in a usual and well-knownmanner. The other pole of the generator P is connected by means of aconductor p'with the middle point of an inductive winding 6 connectedacross the two rails of the railway. Means must be provided forconducting the propulsion current from the rails of one block section'tothe railsof each adjacent block section around the insulations 00, andas here shown, this means comprises inductive bonds 6, b, etc., whichbonds are preferably of the type shown and described in United StatesLetters Patent No. 838,916 granted to L. H. Thullen on December 18,1906. Briefly described, each of these bonds comprises a soft iron coreupon which are wound several turns of an electrical conductor. The endsof the winding of each bond are connected with the two rails of a blocksection adjacent the ends of the block section, and the middle point ofthe winding of each bond is connected with the middle point of thewinding of the adjacent bond by means of a conductor b. It will be evi-V dent that the propulsion current in its passage through the winding ofeach bond flows in at the ends and out-at the middlepoint, or in at themiddle point and out at the, ends, and that therefore if the flow ofpropulsion current is equal in the two lines, of rails, the iron core ofthe bond will not be magnetized. Hence the bond will not be inductive tothe propulsion current when the propulsion currentis alternating. Butsince the alternating signaling current tends to flow through thewinding of'each bond from end to end, the bonds will be inductive, tothis current and will therefor impede the flow of signaling current fromone line of rails to the other. Y

Although I have herein illustrated and de-' scribed only onesignalinsystem embodying my invention, it is un erstood that variousmodifications and changes may be made in this system without departingfrom the spirit and scope of my invention. e

Having thus described my invention, what I claimis:

1. In combination, a section of railway track, a source of signalingcurrent, means for reversibly connecting said source with the rails ofthe section; a relay comprising a winding energized from the rails ofsaid section, a contact operatingmember adapted to occupy one positionor another according to the polarity of the current supplied to 1 therails from said source, a contact, means controlled by said member forholding the contact closed when the member occupies either of saidpositions, and means for holding the contact closed while the member ismoving from one of said positions to the other due to reversal of theconnection of g said source with the rails; and a signal controlled bysaid contact. a

2. Inv combination, a section of railway track; a source of alternatingsignaling current; means for reversibly connecting said source with therails of the section; a re ay comprising a winding energized from therails of said section and another winding I energized from said sourceindependently of said rails, a contact operating member adapted tooccupy one position or another according to the polarity of the currentin the track winding relative to that in the other winding, a contact,means controlled by said member for holding. the contact closed whenthe-member occupies either of said positions, and means, for holding thecontact closed while the member is moving from one ofsaid positions tothe other due to a reversalof the connection of said source with therails; and a signal controlled by said contact.

3. In combination, a section of railway track; a source of signalingcurrent; means for reversibly connecting saidsource with therails of thesection; a relay comprising a winding energized from the rails of saidsection, a contact operating member adapted.

to occupy one position or another according to the polarity of thecurrent supplied to the railsfrom said source, a contact, meanscontrolled by said member for holding the contact closed when the memberoccupies either of said positions, a magnet, and avane of Y section,a'contact operatingmember adapted i to occupy one position or anotheraccording to the polarity of the current supplied to the rails from saidsource, a contact, means controlled by said member for holding thecontact closed when the member occupies either of said positions, anelectromagnet whose winding is energized from said source, and a vane ofnon-magnetic electroconductive material operatively connected with thecontact and movable in the field of the magnet for holding the contactclosed while the member is moving from one of.

' the rear; a relay for each block section and said contact closed whilecomprising a Winding energized from the rails of the section, a contactoperating member adapted to occupy one position or another according tothe polarity of current in the winding, a contact biased to the openposition, means controlled by said member for closing said contact whenthe member occupies either of said ositions, a second contact controlledby said member and closed when the member occupies one only of saidpositions, and means for holding the first-mentioned contact closedwhile the member is moving from one of said positions to the other duetoa reversahof the connection of the source with the rails of thesection; a caution indication circuit for each signal and controlled bythe first-mentioned contact of the relay for the corresponding section,and a clear indication circuit for each signal and controlled by thesecond-mentioned contact of the relay for the corresponding section.

'6; In combination,.a plurality of successive block sections, signalsfor the sections each adapted to indicate danger, caution and clear,sources of signaling current for the sections, means controlled by thesignal for each section for reversibly connecting the source with therails of the section next in the rear; a relay for each block sectionand comprising a winding energized from the rails of the section, acontact operating member biased to a middle position and adapted whenthe said winding is energized to move in one direction or the other fromsaid middle position according to the polarity of current in thewinding, acontact biased to the open position, means controlled by saidmember for closing said contact when the member moves in eitherdirection from the middle position, means for holding the member movesfrom one extreme position to the other due to a reversal of connectionof the source with the rails of the section, a second confact controlledby said member and closed when the member moves in one direction onlyfrom the middle position; a caution indication circuit .for each signaland consource with the rails of the section next in the rear; a relayfor each block section and comprising an armature energlzed from therails of the section and biased to a middle position and adapted whenenergized to move in one direction or the other from said middleposition according to the polarity of the current in the rails, acontact biased to the open position, means interposed between thearmature and the contact for closing the contact when the armature movesin either direction from said middle position, means for holding saidcont-act closed while the armature moves from one extreme position tothe other due to a reversal of connection of the source with the rails,a second contact controlled by said armature and closed when thearmature moves in one direction only from said middle position; acaution indication circuit for each signal and controlled by thefirst-mentioned contact of the relay for the corresponding section, anda clear indication circuit for each signal and controlled by thesecond-mentioned contact of i the relay for the corresponding section.

8. In combination, a plurality of successive block sections of a railwaytrack, signals for the sections. each adapted to indicate danger,caution and clear, a source of alternating signaling current, meanscontrolled by the signal for each section for reversibly connecting saidsource with the rails of the section next in the rear; a relay for eachsection comprising a field energized from the said source, and anarmature energized from the rails of the section, said armature beingbiased o a middle position and adapted to move in one direction or theother from said middle position according to the polarity of the currentin the armature. relative to that in the field, a contact biased to theopen position, means interposed between the armature and the contact forclosing the contact when the armature moves in either direction from itsmiddle position,

means for holding said contact closed while' controlled by thefirst-mentioned contact of the relay for the corresponding block sectionand a clear indication circuit for each signal and controlled by thesecond-mentioned contact of the relay for the corresponding section. v

9. In combination, a section of railway track; a source of alternatingsignaling current; means for reversibly connecting said source with therails of the section; a relay comprising a winding energized from therails of the section, a contact operating member adapted to occupy oneposition or another according to the connection of the source with therails, a contact means controlled by said member for closing thecontact, when the member occupies either of said positions, anelectromagnet whose winding is energized from said source, and a vane ofnon-magnetic electro-conductive material operatively connected with thecontact and movable in the field of the magnet for holding the contactclosed while the member is moving from one of said positions to theother due to a reversal of the connection of the said source with therails; and a signal controlled by said contact.

In testimony whereof I have signed my name to this specification in thepresence of two subscribed witnesses.

JACOB B. STRUBLE.

